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EP1638787B1 - Pneumatic run-flat tire - Google Patents

Pneumatic run-flat tire Download PDF

Info

Publication number
EP1638787B1
EP1638787B1 EP04750410A EP04750410A EP1638787B1 EP 1638787 B1 EP1638787 B1 EP 1638787B1 EP 04750410 A EP04750410 A EP 04750410A EP 04750410 A EP04750410 A EP 04750410A EP 1638787 B1 EP1638787 B1 EP 1638787B1
Authority
EP
European Patent Office
Prior art keywords
tire
bead
sidewall
insert
pneumatic tire
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Lifetime
Application number
EP04750410A
Other languages
German (de)
English (en)
French (fr)
Other versions
EP1638787A1 (en
Inventor
Michael Spiro Markoff
David Charles Poling
Samuel Patrick Landers
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Societe de Technologie Michelin SAS
Goodyear Tire and Rubber Co
Original Assignee
Societe de Technologie Michelin SAS
Goodyear Tire and Rubber Co
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Societe de Technologie Michelin SAS, Goodyear Tire and Rubber Co filed Critical Societe de Technologie Michelin SAS
Publication of EP1638787A1 publication Critical patent/EP1638787A1/en
Application granted granted Critical
Publication of EP1638787B1 publication Critical patent/EP1638787B1/en
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C9/00—Reinforcements or ply arrangement of pneumatic tyres
    • B60C9/02—Carcasses
    • B60C9/04—Carcasses the reinforcing cords of each carcass ply arranged in a substantially parallel relationship
    • B60C9/08—Carcasses the reinforcing cords of each carcass ply arranged in a substantially parallel relationship the cords extend transversely from bead to bead, i.e. radial ply
    • B60C9/09—Carcasses the reinforcing cords of each carcass ply arranged in a substantially parallel relationship the cords extend transversely from bead to bead, i.e. radial ply combined with other carcass plies having cords extending diagonally from bead to bead, i.e. combined radial ply and bias angle ply
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C15/00—Tyre beads, e.g. ply turn-up or overlap
    • B60C15/0009—Tyre beads, e.g. ply turn-up or overlap features of the carcass terminal portion
    • B60C15/0027—Tyre beads, e.g. ply turn-up or overlap features of the carcass terminal portion with low ply turn-up, i.e. folded around the bead core and terminating at the bead core
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C15/00—Tyre beads, e.g. ply turn-up or overlap
    • B60C15/0009—Tyre beads, e.g. ply turn-up or overlap features of the carcass terminal portion
    • B60C15/0081—Tyre beads, e.g. ply turn-up or overlap features of the carcass terminal portion the carcass plies folded around or between more than one bead core
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C15/00—Tyre beads, e.g. ply turn-up or overlap
    • B60C15/02—Seating or securing beads on rims
    • B60C15/024—Bead contour, e.g. lips, grooves, or ribs
    • B60C15/0247—Bead contour, e.g. lips, grooves, or ribs with reverse bead seat inclination, i.e. the axially inner diameter of the bead seat is bigger than the axially outer diameter thereof
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C15/00—Tyre beads, e.g. ply turn-up or overlap
    • B60C15/04—Bead cores
    • B60C15/05—Bead cores multiple, i.e. with two or more cores in each bead
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C15/00—Tyre beads, e.g. ply turn-up or overlap
    • B60C15/06—Flipper strips, fillers, or chafing strips and reinforcing layers for the construction of the bead
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C17/00—Tyres characterised by means enabling restricted operation in damaged or deflated condition; Accessories therefor
    • B60C17/0009—Tyres characterised by means enabling restricted operation in damaged or deflated condition; Accessories therefor comprising sidewall rubber inserts, e.g. crescent shaped inserts
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C17/00—Tyres characterised by means enabling restricted operation in damaged or deflated condition; Accessories therefor
    • B60C17/0009—Tyres characterised by means enabling restricted operation in damaged or deflated condition; Accessories therefor comprising sidewall rubber inserts, e.g. crescent shaped inserts
    • B60C17/0018—Tyres characterised by means enabling restricted operation in damaged or deflated condition; Accessories therefor comprising sidewall rubber inserts, e.g. crescent shaped inserts two or more inserts in each sidewall portion

Definitions

  • the present invention relates to a tire with a radial carcass reinforcement, and more particularly, to the sidewall structure of the tire. It also relates to an assembly, formed by a tire and a rim.
  • the first system employs an insert set in the wheel rim that supports the underside of the tire tread when the tire is operated in an underinflated state; US 5,785,781 discloses one such system.
  • the second system employs a self-supporting tire wherein the tire sidewalls are reinforced such that during underinflated operating conditions, the tire is capable of supporting itself to permit operation; US Patents 4,365,659, 5,158,627, 5,368,082 and 6,453,961 disclose such self-supporting tires.
  • the previous invention enables the two different solutions to cooperate to result in a simpler run-flat solution.
  • the present invention is suitable for mid-size applications and combines the best features of both types of systems.
  • the present invention is directed to a run-flat tire system and a run-flat tire.
  • the tire has a radial carcass reinforcement ply, a belt structure, and a pair of opposing bead regions.
  • Each bead region has bead wire, a bead toe and a bead heel wherein the bead toe is axially outward and radially inward of the bead heel.
  • Radially outward of each bead region is a tire sidewall.
  • the cross-sectional width of each sidewall from radially outward of the bead region to the ends of the belt structure is substantially constant.
  • a first rubber insert is located axially inward of the carcass reinforcement ply while a second rubber insert is located radially outward of the bead wire and axially outward of the carcass reinforcement ply.
  • the cross-sectional width of the sidewall varies by no more than 30% of the smallest cross-sectional width.
  • the tire sidewall in the lower 50% of the tire height has a cross-sectional width that varies by no more than 20% of the smallest width of the sidewall cross-sectional width.
  • any variation in the cross-sectional width of the tire sidewalls occurs in the radially outer portion of the sidewalls so that the radially inner portion of the sidewalls retains a substantially constant width.
  • the first rubber and the second rubber inserts may or may not be formed from the same material.
  • the rubber for at least the first rubber insert has a Shore A hardness at 100° C in the range of 575 to about 90.
  • the first rubber insert has a radially innermost end that radially overlaps the second rubber insert, the overlap distance being in the range of 90 to 65% of the radial length of the second rubber insert.
  • the radially outer end of the second rubber insert in each sidewall is preferably located at a radial height of 25% to 80% of the tire height.
  • the first rubber insert may be formed from multiple different rubber elements.
  • one of the rubber elements may have a Shore A hardness greater than the other element.
  • the rubber elements may be located radially adjacent to one another or axially adjacent to one another.
  • the radially outer of the two rubber elements preferably has a Shore A hardness less than the radially inward rubber element.
  • the bead region has a rubber wedge located axially outward of the bead wire.
  • the rubber wedge has a Shore A hardness greater than the Shore A hardness of either the first rubber insert or the second rubber insert.
  • the tire may be provided with additional sidewall reinforcing plies.
  • at least one short length reinforcing ply of parallel cords extends from the bead portion to the upper sidewall of the tire.
  • the short length reinforcing plies may or may not be directly adjacent to the carcass reinforcing ply.
  • the carcass reinforcement ply is comprised of a pair of reinforcing cord plies.
  • the tire may also have a further third insert located in the tire sidewall. Such a third insert is preferably sandwiched between the two carcass reinforcing cord plies.
  • the bead rings in each bead region have different bead diameters.
  • the bead diameter is measured as the internal diameter of the bead wire ring.
  • the asymmetric tire may have differing sidewall constructions.
  • the cross sectional width of the sidewall radially outward of the larger diameter bead ring is greater than the cross sectional width of the sidewall radially outward of the smaller diameter bead ring.
  • the first rubber insert in the sidewall radially outward of the larger diameter bead ring has a Shore A hardness less than the first rubber insert in the sidewall radially outward of the smaller diameter bead ring.
  • FIG. 1 illustrates a self-supporting tire in accordance with the present invention; only half of the cross-sectional view of the tire is shown, it will be understood by those skilled in the art that the opposing, non-illustrated tire half may be identical to that illustrated and possible variations from that illustrated may be disclosed herein.
  • the pneumatic tire 10 has a carcass comprising a carcass reinforcement ply 12 that extends from one bead portion 14 to an opposing bead portion 14.
  • the carcass reinforcement ply 12 is formed of parallel reinforcing cords; the cords are inclined at angles of between 65° to 90° with respect to the equatorial plane of the tire 10.
  • the cords are formed of any conventional carcass cord materials, including, but not limited to nylon, rayon, polyester, aramid, pen, fiberglass, steel, or any combination thereof.
  • the carcass reinforcement ply 12 has a main portion 16 extending about the main toroidal portion of the tire 10.
  • the turn-up portions 18 of the carcass reinforcement ply 12 are the outer ends of the reinforcement ply 12 and extend radially under a bead ring 20 and then folds back under the bead ring 20.
  • the bead ring 20 has a diameter D B as measured from the radially inner point of the bead ring.
  • Each end of the carcass reinforcement ply 12 is sandwiched between the bead ring 20 and the main portion 16 of the carcass reinforcement ply 12.
  • the turn-up portion 18 folds about a rubber wedge 22 located axially outward of the bead ring 20.
  • the bead portion has an outer cross-sectional profile wherein as the profile moves from the axially outer side of the bead portion to the axially inner side, the bead profile slopes radially upward.
  • the bead toe 24 is both axially outward and radially inward of the bead heel 26.
  • a rib 28 Above the bead toe 24 is a rib 28 that assists in locking the tire onto a wheel rim, as discussed below.
  • This bead profile is contrary to a conventional tire wherein the bead toe is radially and axially inward of the bead heel and it is the bead heel that fits into the curved portion of the wheel rim where the rim seat and the wheel flange meet.
  • the reinforcement ply main portion 16 As the carcass reinforcement ply 12 is placed in tension by the air pressure inside the tire 10, the reinforcement ply main portion 16 is expanded radially outward. As the main portion 16 expands, it pulls on the turnup portion 18, pulling the bead toe 24 radially inward into the wheel rim and flange, effectively acting to lock the bead portion 14 of the tire 10 onto the wheel.
  • the bead ring 20 is illustrated with an overall circular configuration.
  • the bead ring 20 is an inextensible hoop of steel formed from multiple windings of steel.
  • the bead ring 20 may also have other overall configurations such as hexagonal or square, or any combination of circular, hexagonal and square.
  • the belt structure 30 Radially outward of the carcass reinforcement ply main portion 16 is the belt structure 30.
  • the belt structure 30 includes one to four reinforcing plies 32 of parallel cords.
  • the cords of the reinforcing ply 32 may be woven or unwoven and are inclined at angles of 17° to 35° with respect to the equatorial plane EP of the tire 10.
  • the cords of any adjacent belt plies 32 are preferably inclined in opposing directions with respect to the equatorial plane EP of the tire 10.
  • the cords of the belt plies 32 are formed of any conventional belt cord materials, including but not limited to steel, aramid, nylon, rayon, fiberglass, polyester, pen, or any combination thereof.
  • a conventional zero degree ply may be located within the belt structure 30.
  • the tread 36 Radially outward of the belt structure 30 is the tire tread 36.
  • the tread 36 is illustrated as having multiple circumferential grooves 38.
  • the tread 36 may have any number or pattern of circumferential and/or lateral grooves or combination of grooves.
  • the tread pattern selected by the tire engineer is dependent upon the intended application of the tire; i.e. a small passenger vehicle, mid-size passenger vehicle, small to mid-size passenger truck, etc.
  • the cross-section width W of the tire sidewall 40 is substantially constant.
  • the initial point of the substantially constant width W is at a radial height of 15 to 25% of the radial height H of the tire 10, as measured from the bead base line B, the bead base line B being drawn at the radially innermost point of the bead toe 24, and no more than 5% of the radial height H of the tire 10 from the radially outer surface of the bead ring 20.
  • the width W is measured as the maximum distance between the outer surface of the tire and the innermost surface of the tire 10 and measured perpendicular to points along the curvature C of the tire sidewall 40.
  • the variation in the width W of the tire sidewall 40 in the lower 50% of the tire height H is no more than 20% of the smallest width.
  • the tire sidewall 40 in the radially outer 50% of the tire height H can have a greater variation in the width due to the increased thickness at the tire shoulder 42.
  • the radially outermost point of the substantially constant width of the tire 10 is at the axially outermost edge of the belt structure 30.
  • the variation in the width W in the radially outer 50% of the tire height H is no more than 30% of the smallest width in the radially outer 50% of the tire height H.
  • a pillar effect is created in the tire 10. That pillar provides the tire 10 with the support necessary for continued operation when the tire 10 is at a reduced internal pressure.
  • the bead region 14 provides a fixture, or non-moving base, to the pillar.
  • the pillar effect also assures that the carcass reinforcement ply 12 remains in tension at all times and does not separate the locking bead effect of the carcass from the self-supporting nature of the sidewall pillar.
  • the thickness of the tire in the shoulder 42, or upper sidewall region has been reduced, in comparison to the tire of FIG. 1.
  • the reduction in the tire thickness in the shoulder 42 renders the upper sidewall more flexible and improves the overall tire ride comfort.
  • the variation in the width W, as measured perpendicular to points along the curvature C of the tire sidewall 40 is no greater than 15%.
  • This reduction in the upper sidewall thickness may be achieved by reducing the shoulder rubber gauge axially outward of the carcass reinforcement ply 12 or the gauge of any rubber located axially inward of the carcass reinforcement ply 12.
  • the substantially constant sidewall thickness is created by at least one insert 44.
  • the insert 44 is lenticular in configuration with the middle third of the insert 44 having a substantially constant thickness and the ends of the insert 44 being tapered.
  • the insert 44 extends from the bead portion 14 to radially inward of the belt structure 30.
  • the insert 44 When the insert 44 extends through the entire sidewall 40, it has an initiation point 46 axially inward of the bead ring 20 and radially inward of the radially outmost surface of the bead ring 20, creating a radial overlap between the inner end of the insert 44 and the bead ring 20.
  • the illustrated insert 44 is sandwiched between the carcass reinforcement ply 12 and the tire inner liner 48.
  • the insert 44 is formed from a hard rubber, with a Shore A hardness at 100° C in a range of about 55 to about 90, with a preferred range of 60 to 70.
  • the properties disclosed in US Patent 6,230,773 are suitable for the insert 44 of the present invention. The properties may be achieved by the compound disclosed in the referenced US patent, or other compounds may be selected which yield the disclosed properties.
  • the rubber forming the insert 44 may also be flock loaded or blended with reinforcing fibers. Fibers useful may be either natural or man-made, and are characterized by having a length at least 100 times its diameter or width. Flock are particles smaller than fibers. And either may be formed from cotton, aramid, nylon, polyester, PET, PEN, carbon fiber, steel, fiberglass, or any combination thereof. The fiber or flock loading of the rubber is in the range of 5 to 35 parts per hundred parts rubber.
  • the insert's lenticular configuration maintains the carcass main portion in a desired configuration.
  • a majority of the portion of the carcass reinforcement ply main portion 16 located in the lower 50% of the tire height is maintained an angle ⁇ of 15° to a maximum 30° relative to the equatorial plane of the tire (see FIG. 1). Maintaining the carcass ply in this configuration facilitates a concave ply path, as viewed from the inside of the tire, thus enabling the ply to be in a better state of tension under loading.
  • a second insert 50 is located radially outward of the bead ring 20 and axially outward of the main carcass turnup portion 18.
  • This insert 50 generally has a triangular shape, similar to a conventional apex.
  • the second insert 50 decreases in width as the first insert 44 increases in width; maintaining a substantially constant thickness of a formed pillar configuration in the lower sidewall region of the tire 10.
  • the radial overlap of the first insert 44 and second insert 50 is in the range of 90% to 65% of the radial length of the second insert 50.
  • the second insert 50 has a radially outer termination point at a height H 2 that can vary from 25% to 80% of the tire height H, see also FIGS. 3a and 3b.
  • the second insert 50 has a termination height H2 of about 40%, while the termination height H2 for FIGS 3a and 3b is about 59% and 70% respectively.
  • the gauge of the axially inner first insert 44 is decreased.
  • the total cross-sectional gauge of the inserts 44, 50 is substantially constant from the radially outer surface of the bead wire 20 to an axially outer end of the belt structure 30.
  • the second insert 50 preferably has a Shore A hardness equivalent to the Shore A hardness of the first insert 44. However, to vary the performance characteristics of the tire, the Shore A hardness of the second insert 50 may be greater or less than that of the first insert 44.
  • FIG. 4a illustrates another variation in the tire.
  • the fabric or steel ply 52 is comprised of rubber coated parallel cords.
  • the ply 52 is cut and laid so that the parallel cords are inclined at a degree of 30° to 50° relative to the circumferential direction of the tire. If two or more such fabric or steel plies 52 are used, the cords in the adjacent plies 52 are laid so as to be inclined in opposing directions.
  • the cords may be formed from steel, aramid, polyester, nylon, or rayon.
  • the presence of the ply 52 reinforces the sidewalls 40 and reduces the cross sectional area of the sidewall 40 as a portion of the tire load is carried by the plies 52.
  • FIG. 4b is a tire similar to that of FIG. 4a; however, the additional plies 52 are placed axially outward of the triangular inserts 50 to reinforce the sidewalls 40 of the tire. When placed in this position, the plies 52 are placed in compression, instead of in tension as in the tire of FIG. 4a.
  • the carcass may comprise a second reinforcement ply 54, see FIG. 5.
  • the second reinforcement ply 54 is applied at the same time as the primary reinforcement ply 12 and follows the same general path as the primary reinforcement ply 12. However, the second reinforcement ply 54 does not complete turn about the hard rubber wedge 22.
  • the material forming the cords in the second ply 54 is preferably the same material forming the cords in the principal ply 12, but may differ depending on the desired tire characteristics. If the cords of the first carcass reinforcement ply 12 are inclined at an angle of less than 90° relative to the equatorial plane, than the cords of the second ply 54 are preferably inclined at the same angle but in the opposite direction.
  • the tire may be provided with multiple lenticular shaped inserts to create the desired pillar sidewall strength, see FIG. 6.
  • the tire has a first elongated inserted 56 applied outward of the tire innerliner 48 and prior to application of a carcass reinforcement ply 12. After the primary carcass reinforcement ply 12 is wound onto the building drum but is not yet turned about the rubber wedge 22, a second elongated insert 58 is applied. A short length carcass reinforcement ply 60 is laid outward of the second elongated insert 58.
  • the rubber wedge 22 is then laid on the ends of the reinforcement plies 12, 60, and the turnup portion 18 of the primary carcass reinforcement ply 12 is then wound about the rubber wedge 22 and the bead ring 20 is applied to lock in the end of the turnup portion 18. In this manner, the ends of the short carcass reinforcement ply 60 and the radially inner end of the axially outer elongated insert 58 are secured between the main portion 16 and the turnup portion 18 of the primary carcass reinforcement ply 12.
  • the physical properties of the two elongated inserts 56, 58 may be identical or may vary.
  • the radially inner first insert 56 has a Shore A hardness less than that of the radially outer second insert 58.
  • the relative widths of the two inserts 56, 58 may be identical or vary. Whatever relative widths are chosen for the two inserts 56, 58, the substantially constant width for the tire sidewalls 40 is be maintained.
  • a combination of two lenticular shaped inserts 62, 64 are again combined to form an overall lenticular shape support as part of the pillar structure of the tire sidewall 40, however, the two inserts 62, 64 are primarily radially adjacent, not axially adjacent as in the previous tire.
  • the two inserts 62, 64 are placed axially inward of the carcass reinforcement ply 12, and the carcass reinforcement may be one or multiple plies.
  • the radially outer insert 62 has a Shore A hardness less than that of the radially inner insert 64. The softer insert 62 in the shoulder region of the tire maximizes run-flat properties of the tire with a minimum degradation to ride comfort.
  • the opposing bead rings 20 and sidewalls 40 may have an identical diameter and height, respectively; that is, the non-illustrated portion of the tire is a mirror image of that illustrated.
  • the tire of FIG. 8 has a short sidewall 66 with a bead ring 68 of relatively greater diameter D BS , and a long sidewall 70 with a bead ring 72 of relatively smaller diameter D BNS .
  • the shorter sidewall 66 is mounted facing inward and is referred to as the non-stamped sidewall and the opposing sidewall 70 is referred to as the stamped sidewall as this is the sidewall 70 provided with conventional tire sidewall identification.
  • the tire is mounted on a tire rim having corresponding offset rim diameters to accommodate the different bead diameters.
  • Each sidewall 66, 70 has a substantially constant width from the bead portion 12 to the axial edges of the belt structure 30.
  • the relative heights of the sidewall inserts 74, 74', 76, 76' when based on the tire height, are measured based on the height of the sidewall 66, 70 in which the inserts 74, 74', 76, 76' are located.
  • triangular insert 74 has a height based on sidewall height H S
  • triangular insert 74' has a height based on sidewall height H NS .
  • the relative heights of the inserts 74, 74' are the substantially similar. The same applies for the lenticular inserts 76, 76'. Any of the various embodiments of inserts and reinforcement plies discussed previously may be employed in the asymmetrical tire of the FIG. 8.
  • the relative Shore A hardness properties of the inserts 74, 74', 76, 76' in the opposing sidewalls 66, 70, for manufacturing simplicity, are identical, and the only difference between the inserts 74, 74', 76, 76' is the radial length.
  • the properties of the sidewalls may need to be different in order to balance the properties of the tire and the spring rate of the two sidewalls 66, 70.
  • the inserts 74', 76' in the longer sidewall 70 having the smaller bead diameter D BS may have a Shore A hardness less than the Shore A hardness of the corresponding inserts 74, 76 in the shorter sidewall 66 having the larger bead diameter D BNS .
  • the cross-sectional width W of the shorter sidewall 66 having the larger bead diameter D BNS is greater than the cross-sectional width W of the longer sidewall 70 having the smaller bead diameter D BS .
  • the present invention represents a step forward in run-flat tire technology.
  • self-supporting tires due to the use of a conventional tire rim and the manufacturing tolerances of known rims, self-supporting tires have had to be manufactured to very tight tolerances and extremely tight bead areas to prevent bead unseating of the tire.
  • the use of a carcass profile that results in the bead region locking into the wheel rim during expansion of the tire enables the tire designer to create a self-supporting tire tuned for better run-flat capabilities, including increased load capacity.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Tires In General (AREA)
EP04750410A 2004-04-22 2004-04-22 Pneumatic run-flat tire Expired - Lifetime EP1638787B1 (en)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
PCT/US2004/012255 WO2005113260A1 (en) 2004-04-22 2004-04-22 Pneumatic run-flat tire

Publications (2)

Publication Number Publication Date
EP1638787A1 EP1638787A1 (en) 2006-03-29
EP1638787B1 true EP1638787B1 (en) 2006-11-15

Family

ID=34957952

Family Applications (1)

Application Number Title Priority Date Filing Date
EP04750410A Expired - Lifetime EP1638787B1 (en) 2004-04-22 2004-04-22 Pneumatic run-flat tire

Country Status (9)

Country Link
EP (1) EP1638787B1 (pt)
JP (1) JP4680661B2 (pt)
CN (1) CN1689847B (pt)
AU (1) AU2005201551A1 (pt)
BR (1) BRPI0406207A (pt)
DE (1) DE602004003243T2 (pt)
RU (1) RU2005112061A (pt)
TW (1) TWI253994B (pt)
WO (1) WO2005113260A1 (pt)

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Publication number Priority date Publication date Assignee Title
US7836929B2 (en) 2005-09-01 2010-11-23 Bridgestone Americas Tire Operations, Llc Tire having a sidewall reinforcement
US7624779B2 (en) 2005-09-01 2009-12-01 Bridgestone Americas Tire Operations, Llc Tire having a sidewall reinforcement
EP1981722A1 (fr) * 2006-02-01 2008-10-22 Société de Technologie Michelin Pneumatique avec des sièges de diamètres inégaux et à déport axial inversé à l'état gonflé
EP2002996B1 (en) 2006-03-20 2010-10-06 Liang Fan Anti-explosion spare wheel within a tire
JP4757699B2 (ja) * 2006-04-24 2011-08-24 株式会社ブリヂストン 空気入りタイヤの製造方法および空気入りタイヤ
JP6028359B2 (ja) * 2012-03-23 2016-11-16 横浜ゴム株式会社 空気入りタイヤ
US9919568B2 (en) 2013-09-24 2018-03-20 Bridgestone Americas Tire Operations, Llc Tire with toroidal element
JP6903932B2 (ja) * 2017-02-15 2021-07-14 住友ゴム工業株式会社 空気入りタイヤ
EP3962756A4 (en) * 2019-04-29 2023-01-04 Bridgestone Corporation SIDE WALL CARRIER FOR PNEUMATIC TIRES
JP7219184B2 (ja) * 2019-07-25 2023-02-07 株式会社ブリヂストン タイヤ・ホイール組立体及びタイヤ
JP7419047B2 (ja) * 2019-12-11 2024-01-22 Ｔｏｙｏ Ｔｉｒｅ株式会社 タイヤ

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DE602004003243T2 (de) 2007-07-05
DE602004003243D1 (de) 2006-12-28
JP4680661B2 (ja) 2011-05-11
CN1689847A (zh) 2005-11-02
CN1689847B (zh) 2010-05-05
JP2005306371A (ja) 2005-11-04
EP1638787A1 (en) 2006-03-29
AU2005201551A1 (en) 2005-11-10
TW200604042A (en) 2006-02-01
TWI253994B (en) 2006-05-01
WO2005113260A1 (en) 2005-12-01
BRPI0406207A (pt) 2006-02-21
RU2005112061A (ru) 2006-10-27

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